Drop door for railway cars



Aug. 21, 1928.

A. E. SMALL DROP DOOR FOR RAILWAY CARS Filed Dec. 25, 1926 veniozart/zur 1 7. 9112071] {Jtfarnez Patented Aug. 21, 1928.

future!) STATES PATENT OFFICE.

Att itionti.-

o'r enrcAGo, ILLINoIs', AssreNoR ro UNION METAL PRODUCTS COMPANY o'rCHICAGO, ILLINOIS, A CORPORATION or DELAWARE.

DROP DOOR FOR RA ILWAY CARS.

Application filed December 23; 1926. Serial No. 156,703.

The invention relates to' a railway dump car having a door form ng apart of the car for retaining the load therein which door is provideowith hinges adjacent one of its edges and is capable of being dropped orswung open so that the load in discharging slides orfpasses over theupper surface of the door. Any means of raising the door to the closedposition and any means for locking and releasing'the door may beemployed with my device.

A door for this purpose must be very strong and durable because:

First, it is a part of the floor of the car and as suchmust sustain theload as well as the impact blow of the load when the car is in motion.Second, the car is frequently loaded from chutes or tipples from aheight of ten feet or more, causing the load to be :lropped directlyupon the doors. Third, clam shell buckets are frequently used to unloadsuch cars and it is not uncommon for these buckets to rest upon and dragover the doors. F ourth, when the door suddenly comes to rest afterbeing dropped, it isnot only subjected to a severe shock but it mustsustain the severe impact thrust of the load which of course follows thedoor. Fifth, as the load is theoretically equally distributed, the doormust be strong over its entire area and must be capable of transmittingthe resulting stresses to the car body without much deflection and nosubstantial distortion. Any bending of the door or drooping of thecorners would cause a leak of the lading, especially of such finematerial as sand, chats, etc. Any bending or warping might interferewith the complete closin'g and locking of the door. As it costs as muchto, haul a ton of car as it does to haul a ton of paying freight, it isimperative that the car and any part thereof be as light as possible.Furthermore, the total weight of the car and freight is determined bythe strength ofcerta-in standard axles; so that the lighter the car thegreater amount of freighta given car will be allowed to carry. I

An object is to form a metallic door with integral corrugations or ribswhich impart to it a certain amount of strength and rigidity to resistloads imposed thereon and to so form the ends of the corrugations orribs as to provide a certain amount of resiliency to enable the door todeflect and returnto its normal position without appreciable amount ofpermanent distortion.

Another object is to form and arrange a plural ty of corrugations in ametallic door so as to obtain a desired proportion between strength,rigidity and resiliency.

Another object is to obtain this result with the least amount of rawmaterial and to provide a finished article of the least possible weightconsistent with strength requirements.

Another object is to provide such a c01= rugated metallic door which canbe formed by pressing it (when heated, if necessary) between dies whichmove toward each other in one direction only.

The advantages of my door to any door of a freight car, such as dropbottom general service cars (used in the drawings), hopper cars,swinging side doors or hopper bottom coal cars, etc.

In the drawings:

Fig. 1 shows a portion of a railway car with my device applied thereon.

Figs. 2 and 3 are sections on line 22 and 33 respectively of Fig. 1.

Figs. 4 and 5 areisections on line 44 and 55 respectively of Fig. 1 withthe car parts omitted.

Figs. 6, 7 and 8am sections similar to Figs. 3, at and 5 but show themajor corrugations with an arouate configuration.

To illustrate one adaptation of my devlce, I have shown a so-calledgeneral service drop bottom gondola car wherein the major portion of thefloor consists of drop doors. The door openings are surroundedby thecenter construction 1, side wall 2 and cross diaphragms 3. In normal orclosed position the door completely closes this opening and in fact is atrifle larger on all sides than the opening so as to provide a lap jointbetween the door and the car frame members. The doors are hinged to thecenter construction and are supported adjacent the side wall by theraising or locking mechanism. Any convenient stop may be used to limitthe downward movement of the door.

are applicable Figs. 1 to 5 inclusive show the preferred form whereinthe body plate of the-door is provided with a plurality of parallelembossme'nts, each embossment comprising a plurality of relativelyshallow sinuous minor corrugations 20 formed therein which are spacedapart distances equal to their respective widths and the portion 21 ofthe plate between adjacent. minor corrugations is also sinuous so thatthese minor corrugations merge together to form a contiguous sinuousconfiguration symineterial in cross section about a line midway betweenthe outermost portions of these minor corrugations so that this line isthe neutral axis of the section. Such a section is very resilient andhas a spring like action under loads, and, furthermore, produces a verystrong section for the amount of metal used. A plurality (two or more)of such minor corrugations merge together adjacent the middle of theplate (or middle of the embossment comprising the minor and majorcorrugations) to form a lesser number of corrugations 22 with flatapices-QS which are spaced apart distances equal to their respectivewidths and the part 2 ot' the doorbet-ween these major corrugations 22is also flat, thus forming aconfigurationsymmetrical in cross sectionabout a line midway between the outermost portions of these majorcorrugations so that this line is the neutral axis of the section. Sucha section is stronger and relatively rigid as compared with the sectionof the sinuous minor corrugations because more metal is positioned awayfrom theneutral axis and the increased depth also increases the strengthof the beam. The ends of the minor corrugations merge into the plane ofthe door by means of terminal portions 29 of any de sired formation. Bysuch an arrangement a corrugated metallic door is provided which isrelatively rigid adjacent the middle portion or" the embossments andrelatively resilient adjacent the opposite end portions of theembossments. The secondary oppositely projecting rib or corrugationformed by the merging of the two adjacent minor corrugations 20 is equalin width to the adjacent minor corrugations at 26 and decreases in widthas the minor corrugations merge together to form the major corrugation22. These secondary oppositely projecting ribs 25 also preferablydecrease in depth so that any concentrated stretch of metal iseliminated where the minor corrugations merge together.

I have designed my invention for use in steel doors so that when thesection modulus of any section (normal to the corrugations) ismultiplied by a constant fibre stress the result equals the bendingmoment of that section for either a load concentrated at the middle ofthe beam-corrugations or for a load equallydistributed over thebeam-corrugations, thus showing that I have not sacrificed any requiredstrength at the ends of the beams to obtain resiliency; in other words,by my construction I obtain a very strong beam which is also resilient.The major corrugations are preferably wider than the minor corrugations.

of the metal of all cross sections of the embossinent are equal toeach-other.

These shallower and deeper corrugations ii'iay be positioned anddimensioned so that the length of the center line of the metal of across section of the shallower corrugations (see Fig. 5) is the same asthe length of the center line of the metal of a cross section of thedeeper corrugations (see Fig. 3) and, furthermore, the corrugated platemay be so formed that the length of the center line of the metal or anycross section (for instance, as per 1" 4t) is equal to the length of thecenter line of the metal of any other'cross section, that is, betweenthe terminal portions. This is a material manufacturing advantage as itmore evenly distributes the draw and tretch oi" the metal due topressing the corrn gatioiis in the door.

Figs. 3, l and 5 show the major corrugations 22 with flat apices i3 andtlie'portions (24) of the plate between the major corrugations alsobeing flat. Figs. 6, 7 and 8 are similar to Figs. 3, 4: and 5,respectively, and show the major corrugations with arcuate apices 27 andthe portions of the plate (28) between the major corrugations also beingarcuate.

It is understood that the embossments or corrugations may extendnormally like'those illustrated in the drawings, or even dia'ge nally,and still come within the scope of the invention and, furthermore, whileI have described and claimed a single plate, it is understood that thedoor maybe made or a pinrality of united plates and still come withinthe scope of the invention;

The marginal portion (or portions) may be provided with flanges 9 so asto further stiffen the sides of the door against deflection under loadand to stiffen the entire door againstbuckling or distortion.

The accompanying drawings illustrate the preferred form of theinvention, though it is to be understood that the invention is notlimited to the exact details of construction shown and described, as itis obvious that various modifications thereof within the scope of theclaims will occur to persons skilled in the art.

I claim:

1. In a railway car having a door opening, a door hinged adjacent oneedge thereof and supported atthe opposite edge thereof, said doorcomprising a metallic plate provided with a plurality of corrugationswith their opposite ends terminating into the plate adjacent theopposite marginal portions of the door, said corrugations mergingtogether adjacent the middle of the plate to form a lesser numberofwider corrugations.

2. In a railway car having a door opening,

a door hinged adjacent one edge thereof and supported at the oppositeedge thereof, said door comprising a metallic plate provided with aplurality of corrugations with their opposite ends terminating into theplate adjacentthe opposite marginal portions of the door, saidcorrugations merging together adj acent the middle of the plate to forma lesser number of wider and deeper corrugations,

3. In a railway car having a door opening, a door hinged adjacent oneedge thereof and supported at the opposite edge thereof, said doorcomprising a metallic plate provided with aplurality of corrugationsspaced apart distances substantially equal to their width with theiropposite ends terminating into the plate adjacent the opposite marginalportions of the door, said corrugations merging together adjacent themiddle of the plate to form a lesser number of corrugations spaced apartdistances substantially equal to their width.

4:. In a railway car having a door opening, a door hinged adjacent oneedge thereof and supported at the opposite edge thereof, said doorcomprising a metallic plate provided with a plurality of corrugationsspaced apart distances substantially equal to their width with theiropposite ends terminating into the plate adjacent the opposite marginalportions of the door, said corrugations merging together adjacent themiddle of the plate to form a lesser number of wider corrugations spacedapart distances substantially equal to their width.

5. In a railway car having a door opening, a door hinged adjacent oneedge thereof and supported at the opposite edge thereof, said doorcomprising a metallic plate provided with plurality of corrugationsspaced apart distances substantially equal to their width with theiropposite ends terminating into the plate adjacent the opposite marginalportions of the door, said corrugations merging together adjacent themiddle of the plate to form a lesser number of wider and deepercorrugations spaced apart distances substantially equal to their Width.

6. In a railway car having a door opening, a door hinged adjacent oneedge thereof and supported at the opposite edge thereof, said doorcomprising a metallic plate provided with a plurality of corrugationssymmetrical in cross section about a line midway between the outermostportions of the corrugations with their opposite ends terminating intothe plate adjacent the opposite marginal portions of the door, saidcorrugations merging together adjacent the middle of the plate to form alesser number of corrugations symmetrical in cross section about a linemidway between the outermost portions of the corrugations.

7. In a railway car having a door opening, a door hinged adjacent oneedge thereof and supported at the opposite edge thereof,- said doorcomprising a metallic plate provided with a plurality of corrugationssymmetrical in cross section about-a line midway between the outermostportions of the corrugations with their opposite ends terminating intothe plate adjacent the opposite marginal portions of the door, saidcorrugations merging together adjacent the middle of the plate to form alesser number of wider corrugations symmetrical in cross section about aline midway between the outermost portions of the corrugations.

V 8. In a railway car having a door opening, a door hinged adjacent oneedge thereof and supported at the opposite edge thereof, said doorcomprising a metallic plate provided with a plurality of corrugationss'unmctrical 'in cross section about a line midway between theou'teri'nost portions of the corrugations with their opposite endsterminating into the plate adjacent the opposite marginal portions ofthe door, said corrugations merging together adjacent the middle of theplate to form a lesser number of wider and deeper corrugationssymmetrical in cross section about a line midway between the outermostportions of the corrugations.

9. In a railway car having a door opening, a door hinged adjacent oneedge thereof and supported at the opposite edge thereof, said doorcomprising a metallic plate provided with a plurality of corrugationswith their opposite ends terminating into the plate adjacent theopposite marginal portions of the door, said corrugations mergingtogether adjacent the middle of the plate to form a lesser number ofdeeper corrugations, the length of the center line of the metal of across section of the shallower corrugations being substantially equal tothe length of the center line of the metal of a cross section of thedeeper corrugations.

10. In a railway car having a door opening, a door hinged adjacent oneedge thereof and supported at the opposite edge thereof, said doorcomprising a metallic plate provided with a plurality of corrugationswith their opposite ends terminating into the plate adjacent theopposite marginal portions of the door, said corrugations mergingtogether adjacent the middle of the plate to form a lesser number ofwider and deeper corrugations, the length of the center line of themetal of a cross section of the shallower corrugations beingsubstantially equal to the length of the center line of the metal of across section of the deeper corrugations.

11. In a railway car having a door opening, a door hinged adjacent oneedge thereof and supported at the opposite edge thereof, said doorcomprising a metallic plate provided with a plurality of corrugationswith their opposite ends terminating into the plate adjacent theopposite marginal portions of the door, said corrugations mergingtogether adjacent the middle of the plate to form a lesser number ofcorrugations which are of constant cross section for a short distance atthe center of the plate.

12. In a railway car having a door opening, a door hinged adjacent oneedge thereof and supported at the opposite edge thereof, said, doorcomprising a metallic plate provided with a plurality of corrugationswith their opposite ends terminating into the plate adjacent theopposite marginal portions of the door, said corrugations mergingtogether adjacent the middle of the plate to form a lesser number ofwider corrugations which are of constant cross section for a shortdistance at the center of the plate.

13. In a railway car having a door opening, a door hinged adjacent oneedge'thereof and supported at the opposite edge thereof, said doorcomprising a metallic plate provided with a plurality of corrugationswith their opposite ends terminating into the plate adjacent theopposite marginal portions'of the door, said corrugations mergingtogether adjacent the middle of the plate to form a lesser number ofwider and deeper corrugations which are of constant cross section for ashort distance at the center of the plate.

14:- In a railway car having a door opening, a door hinged adjacent oneedge thereof and supported at the opposite edge thereof, said doorcomprising a metallic plate provided with a plurality of sinuous andcontiguous corrugations with their opposite ends terminating into theplate adjacent the opposite marginal portions of the door, saidcorrugations merging together adjacent the middle of the plate to form alesser number of corrugations with substantially flat apices.

15. In a, railway car having a door opening, a door hinged adjacent oneedge thereof and supported at the opposite edge thereof, said doorcomprising a metallic plate provided with a plurality of sinuous andcontiguous corrugations with their opposite ends terminating into theplate adjacent the opposite marginal portions of the door, saidcorrugations merging together adjacent the middle of the plate to form alesser number of wider corrugations with substantially fiat apices.

16. In a railway car having a door opening, a door hinged adjacent oneedge thereof and supported at the opposite edge thereof, said doorcomprising a metallic plate provided with a plurality of sinuous andcontiguous corrugations with their opposite ends terminating into theplate adjacent the opposite marginal portions of the door, saidcorrugations merging together adjacent the middle of the plate to form-alesser number of wider and deeper corrugations with substantially flatapices.

ARTHUR E. SMALL.

